System and methods for correcting the injection behavior of at least one injector

ABSTRACT

The present invention relates to a system and a method for correcting the injection characteristics of at least one injector, having a device ( 22 ) for storing information ( 18 ) and a means ( 20 ) for controlling the at least one injector ( 18 ), taking into account the stored information.  
     The information is ascertained by comparing setpoint values to actual values individually at a plurality of test points (P) of at least one injector ( 18 ), and is specific.

[0001] The present invention relates to a system for correcting the injection characteristics of at least one injector, having a device for storing information about the at least one injector and means for controlling the at least one injector, taking into account the stored information. The invention also relates to a method for correcting the injection characteristics of at least one injector, including the steps: storing information about the at least one injector, and controlling the at least one injector taking into account the stored information.

BACKGROUND INFORMATION

[0002] Electrically driven injectors for injecting fuel are used, for example, within the framework of common-rail systems. In common-rail fuel injection, pressure generation and fuel injection are decoupled. The injection pressure is generated independently of the engine speed and the injected fuel quantity, and is ready in the “rail” for the injection. The start of injection and the injected fuel quantity are calculated in the electronic engine control unit, and are converted by an injector at each engine cylinder via a remote-controlled valve.

[0003] Because of their mechanical manufacturing tolerances, such injectors have different fuel-quantity maps. To be understood by a fuel-quantity map is the relationship between the injected fuel quantity, the rail pressure and the triggering time. The result is that, in spite of electrically defined control, each individual injector fills the combustion chamber with different quantities of fuel.

[0004] To achieve the lowest possible fuel consumption while adhering to strict exhaust-gas standards, and to achieve very smooth running, the injectors in operation must exhibit only very small tolerances with regard to the injected fuel quantity. It is not possible to adhere to these required low tolerances because of the mechanical manufacturing tolerances. To nevertheless ensure a defined injected fuel quantity for the injectors, after production, the injectors are measured at characteristic operating points for their injected fuel quantity and are arranged in classes. In operation, the specific class must be known to the engine control unit, so that the control may be adapted to the special features of the class, in a manner specific to the injector.

[0005] If such a correction of the tolerances by the engine control unit is not possible based on the knowledge of the class, then the special injectors must be reworked mechanically.

[0006] There are numerous possibilities for storing the class information on the injector, for example, by various codes, such as by bar code, by resistors on the injector or by plain text on the injector. If the class information is stored on the injector by a code, the information is communicated to the control unit by a code recognition and subsequent programming. If the class information is stored with the aid of resistors on the injectors, the information may be read out automatically by the control unit. However, additional electric lines are necessary. Clear text may be recognized using a camera.

[0007] Moreover, it is possible to provide electronic storage possibilities in the injectors, in which, for example, the class information is stored. The control unit is able to read out these values from the injector via an interface and use them in the following operation. However, in this design approach, it is disadvantageous that a separate interface is necessary between the control unit and the injectors.

[0008] The injectors may be classified, for instance, by checking the injectors at various tests points with respect to the injected fuel quantity metering. If the measured actual values at all test points lie within a predetermined tolerance window, the injector is evaluated as good. Furthermore, the actual value of one measuring point is used to divide the injectors into three tolerance classes. The tolerance windows of the respective classes each amount to ⅓ of the total tolerance at this test point. Since only an insufficient correlation exists between the test points, a tolerance narrowing at the remaining test points is not possible. Once the injectors have been installed on the engine, the class membership is programmed into the control unit allocated to the engine. The control unit then corrects the injected fuel quantity for the upper and lower class according to a preassigned map. The middle class is not corrected. Because of the poor correlation between the operating points, i.e. the test points, the correction is possible only in the range of the test point used for the classification. In the remaining operating range, at most a slight adaptation of the quantity metering may be carried out on the basis of statistical mean-value shifts between the classes.

SUMMARY OF THE INVENTION

[0009] The present invention offers the advantage that the information is ascertained by comparing setpoint values to actual values, and that the information is specific individually to a plurality of test points of at least one injector. In the systems of the related art which utilize the class information, the control unit is only able to make corrections on the basis of this class information. In contrast, in the system of the present invention, the control unit receives precise information about a plurality of test points, i.e. operating points, of each individual injector.

[0010] The possibility exists that, by measures in the control unit, the triggering duration is corrected vis-a-vis the nominal map individually for each injector as a function of the setpoint quantity and rail pressure, in order to come as close as possible to the setpoint quantity. To that end, during installation, the control unit receives several, preferably four test values (VL, EM, LL and VE) per injector from the production. A correction quantity map is set up from these variables.

[0011] For that purpose, the injected-fuel-quantity correction for a series of pressure/triggering combinations must be determined from the deviations of the injected fuel quantities from their setpoint values of the test values (VL, EM, LL and VE) at the preferably four test points. With the aid of these pressure/triggering combinations, for each test point, a correlation of the injected fuel quantity to the injected fuel quantity at one test point is determined. Therefore, given known values for quantity deviations (ΔVL, ΔEM, ΔLL and ΔVE) at the respective test points, the control unit is able to fill the correction-quantity map with numerical values.

[0012] Because of the extensive correction possibilities on the basis of the present invention, it is possible to permit greater tolerances with respect to the four production test values, and thus to increase the good output of the production.

[0013] The means for controlling the injectors are preferably integrated in an engine control unit. Since the engine control unit is provided for controlling the injectors, it is particularly advantageous if the injector-specific control is also undertaken with the accompanying correction by the engine control unit.

[0014] The information preferably pertains to correction quantities for the fuel-quantity map of the least one injector. Abundant injector-specific information is conceivable which may be used by the control unit for the injector-specific control. However, particularly reliable control of the injected fuel quantity results when the fuel-quantity map of every injector is measured, and these measured actual values are compared to setpoint values. From the comparison, correction quantities may be ascertained which are then taken into account by the control unit for the control.

[0015] It may be advantageous that the device for storing information is a data memory secured on the injector. A great quantity of data may be accommodated conveniently in such a data memory. Furthermore, it is useful that, by reading out from the data memory, the control unit is able to obtain the data directly for continuing processing.

[0016] It may likewise be advantageous that the device for storing information is implemented by resistors disposed on the injector. Such a coding of the information also offers the possibility of reading the information into the control unit in an automated manner.

[0017] A further possibility is to implement the device for storing information by a bar code applied on the injector. Such a bar code may be scanned, so that the information is directly available to the control unit in this design approach, as well.

[0018] It may also be possible to implement the device for storing information by an alphanumeric encoding on a labeling field of the injector. In this specific embodiment, the control unit may be programmed manually. It is also conceivable to pick up the alphanumeric encoding by a camera, so that in this way, the control unit may again be programmed automatically.

[0019] In one preferred specific embodiment, the device for storing information is an integrated semiconductor circuit (IC) configured on the injector. Such an IC may be integrated in the head of an injector. The data used by the control unit is stored in the IC in a nonvolatile memory.

[0020] In this connection, it is particularly advantageous that the engine control unit has an integrated semiconductor circuit (IC). The information stored in integrated semiconductor circuits of the injectors may be processed by such an integrated semiconductor circuit in the engine control unit, thus ultimately permitting the injector-specific control.

[0021] The system is particularly advantageous in that, by comparing setpoint values to actual values, it is determined whether the injector lies within a predefined tolerance range; that the information to be stored is ascertained for the injectors lying within the predefined tolerance range; that an individual correction map is calculated for each injector by the engine control unit from the stored information; and that the injected fuel quantity and/or the start of injection is/are corrected in accordance with the correction maps. Thus, by comparing setpoint values to actual values, it is first determined whether the injector is usable at all. If the injector is once evaluated as good, the setpoint values and the actual values are used again to determine adjustment values (correction quantities). After the values have been programmed into the control unit, the control unit then calculates an individual injected-fuel-quantity-correction map with the aid of these correction quantities, so that ultimately a corrected fuel-quantity metering of great accuracy may take place.

[0022] The method of the present invention builds on the method of this type, in that the information is ascertained by comparing setpoint values to actual values, and the information is specific individually to a plurality of test points of at least one injector. Therefore, the method of the present invention offers the possibility of an injector-specific control which goes beyond the control on the basis of a classification.

[0023] The method may be used particularly advantageously when an engine control unit is utilized for controlling the injectors. Thus, the method may be implemented using a component present in injection systems in any case.

[0024] Correction quantities of the plurality of test points are preferably used in the method as information for determining the injected-fuel-quantity-correction map. Abundant injector-specific information is conceivable which the control unit may use for the injector-specific control.

[0025] However, the injected-fuel-quantity-correction map, that is to say, the relationship between the injected fuel quantity, the rail pressure and the trigger time, offers particularly good possibilities for offsetting tolerances by an injector-specific control.

[0026] It is advantageously possible to determine at least one correction quantity by at least one comparison of the setpoint value to the actual value at the plurality of test points of an injector.

[0027] In a preferred embodiment of the invention, the correction quantity is ascertained by linear regression of a plurality of comparisons of the setpoint values to the actual values at the plurality of test points of an injector.

[0028] According to the present invention, correction quantity ΔQ_((n)) in injected-fuel-quantity-correction map MKK is calculated from the product of correction value KW_((n)) and quantity deviation ΔVE_(dev. (n))/ΔEM_(dev. (n))/ΔVL_(dev. (n))/ΔLL_(dev. (n)) of the respective test points, ascertained from the comparison of the setpoint value to the actual value, according to the formula

ΔQ _((n)) =KW _((n)) *ΔVE _(dev. (n))

ΔQ _((n)) =KW _((n)) *ΔEM _(dev. (n))

ΔQ _((n)) =KW _((n)) *ΔVL _(dev. (n))

ΔQ _((n)) =KW _((n)) *ΔLL _(dev. (n))

[0029] Moreover, in another preferred embodiment of the invention, certain test points are correlated with each other. By correlating several test points, effects of measuring errors of the test points may be further reduced.

[0030] In a further preferred development of the invention, the correction quantity is ascertained by the linear regression of a plurality of comparisons of the setpoint values to the actual values of at least two correlating test points of an injector in a compensating plane.

[0031] Furthermore, in a preferred refinement of the invention, correction quantity ΔQ_((n)) in injected-fuel-quantity-correction map MKK for the case of ascertaining correction values KW_((n)) at two correlating test points of an injector in the compensating plane, is calculated according to the following dependency. Correction quantity ΔQ_((n)) is then calculated from the sum of the products of correction value KW_((n)) and quantity deviation ΔVE_(dev. (n)) and ΔEM_(dev. (n)), respectively, ascertained from the setpoint-value to actual-value comparison, of the two correlating test points, according to the formula

ΔQ _((1, 2)) =KW ₍₁₎ *ΔVE _(dev. (1)) +KW ₍₂₎ *EM _(dev. (2))

[0032] In this context, quantity deviations ΔVE_(dev. (n)) and ΔEM_(dev. (n)) with their correction values KW₍₁₎ and KW₍₂₎ represent merely an example for calculating correction quantity ΔQ_((1, 2)). Basically, a calculation of correction quantity ΔQ_((n)) is possible with any number of quantity deviations at all.

[0033] Furthermore, it advantageously holds true for the method that an average quadratic deviation (RMSE) is utilized as a measure for the fit of the regression for the comparison of the actual values to the setpoint values on the linear regression curve or the linear compensating plane. In this context, it advantageously holds that, in the case of at least two correlating test points, in the comparison of the setpoint values, given identical measuring errors, the average quadratic deviation is less in the compensating plane than in the comparison of the setpoint values with the actual values on the linear regression curve.

[0034] In another refinement of the present invention, the possibility exists that, if there is a great deal of test data from very many injectors, the correction quantities are ascertained by non-linear linkages of a plurality of comparisons of the setpoint values to the actual values of a plurality of test points on non-linear regression curves and/or in non-linear compensating planes.

[0035] The method is also particularly advantageous in that, by the comparison of setpoint values to actual values, it is ascertained whether the injector lies within a predefined tolerance range; that the information to be stored is ascertained for the injectors lying within the predefined tolerance range; that an individual injected-fuel-quantity-correction map is calculated for each injector by the engine control unit from the stored information; and that the injected fuel quantity and/or the start of injection is/are corrected in accordance with the injected-fuel-quantity-correction maps.

BRIEF DESCRIPTION OF THE DRAWING

[0036] The present invention is explained in greater detail below with reference to the associated Drawing, in which:

[0037]FIG. 1 shows a schematic representation of a part of a common rail system;

[0038]FIG. 2 shows an injected-fuel-quantity-correction map as a diagram of the dependence of the injected fuel quantity on the rail pressure;

[0039]FIG. 3 shows a diagram of the correction quantity, given a constant rail pressure and a constant injection time as a function of the quantity deviation at one test point;

[0040]FIG. 4 shows a diagram of the correction quantity, given a constant rail pressure and a constant injection time as a function of the quantity deviation at another test point; and

[0041]FIG. 5 shows a diagram of the correction quantity, given a constant rail pressure/triggering combination and a constant injection time as a function of the quantity deviation between two correlating test points of an injector.

DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

[0042]FIG. 1 shows the high-pressure stage of the common-rail fuel injection system. Only the main components and those components essential for understanding the present invention are further explained in the following. The configuration includes a high-pressure pump 10 connected to high-pressure accumulator (“rail”) 14 via a high-pressure delivery line 12. High-pressure accumulator 14 is connected to the injectors via further high-pressure delivery lines. One high-pressure delivery line 16 and one injector 18 are shown in the present representation. Injector 18 is installed in the engine of a motor vehicle. The system shown is controlled by an engine control unit 20. In particular, injector 18 is controlled by engine control unit 20.

[0043] A device 22 for storing information relating individually to injector 18 is provided on injector 18. The information stored in device 22 may be taken into account by engine control unit 20, so that each injector 18 may be controlled individually. The information preferably concerns correction values for the fuel-quantity map of injector 18. Device 22 for storing information may be implemented as a data memory, as one or more electrical resistors, as bar code, by alphanumeric encoding or by an integrated semiconductor circuit arranged on injector 18. Engine control unit 20 may likewise have an integrated semiconductor circuit for evaluating the information stored in device 22.

[0044]FIG. 2 shows a diagram for clarifying the present invention. The diagram shows an injected-fuel-quantity-correction map MKK, a quantity M metered by injector 18 being plotted against a rail pressure P_(Rail). Injected-fuel-quantity-correction map MKK is based on a plurality of injection points (VL, EM, LL, VE). Adjustment values ΔVL, ΔEM, ΔLL and ΔVE are used for quantity correction M, which are ascertained by comparing setpoint values to actual values at various rail pressures P_(Rail) at different test points. A correction value KW_((n)) is optionally allocated to adjustment values ΔVL, ΔEM, ΔLL and ΔVE. For example, allocated to injected fuel quantity M at a test point P is adjustment value ΔEM as a function of a pressure (rail pressure/triggering duration combination) of injection EM, from which a correction quantity ΔQ_((n)) is determined for the control unit at the respective test point. Computational correction quantities ΔQ_((n)) are based on the adjustment values, ascertained from quantity deviations ΔVL_(dev. (n)), ΔEM_(dev. (n)), ΔLL_(dev. (n)) and ΔVE_(dev. (n)) at the respective test points, and associated ascertained correction values KW_((n)). For example, in FIG. 2, a correction value KW_((n)) is allocated to test point P ΔEM.

[0045] Furthermore, it is apparent that numerous test points P may be provided for one injector 18; they may be obtained over the entire operating range and injected-fuel-quantity-correction map MKK. The adjustment values may also be interpolated linearly between the interpolation points defined by test points P, so that a reliable fuel-quantity metering may ultimately be carried out in the entire operating range.

[0046]FIGS. 3 through 5 describe how injected-fuel-quantity correction ΔQ_((n)) is determined for the specific test point.

[0047]FIG. 3 shows a diagram of correction quantity ΔQ_((n)) at a constant rail pressure P_(rail) and a constant injection time t as a function of quantity deviation ΔVE_(dev. (n)). FIG. 3 shows test point P1 at rail pressure P_(Rail)=800 bar and injection time t=350 μs. Based on the measurement data resulting from the comparisons of setpoint values to actual values—represented in FIG. 3 as black dots—after a mathematically linear regression, a linear regression curve 24 is obtained. It clarifies which correction quantity ΔQ_((n)) is necessary, given a deviation ΔVE_(dev. (n)) from the setpoint value at test point P1. The possible correction value KW_((n)) able to be utilized for calculating correction quantity ΔQ_((n)) is obtained from the slope of linear regression curve 24. For example, for test point P1 shown in FIG. 3, the slope yields a correction value of 1.6, which is used as a factor for ascertained quantity deviation ΔVE_(dev. (n)) for determining correction quantity ΔQ_((n)). The formula for this is:

ΔQ ₍₁₎ =KW ₍₁₎ *ΔVE _(dev. (1))

[0048] In a diagram, FIG. 4 shows correction quantity ΔQ_((n)) at another test point P2, at the same rail pressure P_(Rail) and the same injection time t as in FIG. 3. Linear regression curve 24 is again depicted, which results from the measurement data—black dots—yielded from the comparisons of the setpoint values to the actual values, a value, for example, of 0.6 resulting from the slope of linear regression curve 24 as correction value KW_((n)). At this test point, correction quantity ΔQ_((n)) is likewise calculated as the product of correction value KW_((n)) and quantity deviation ΔEM_(dev. (n)) at test point P2 according to the formula:

ΔQ ₍₂₎ =KW ₍₂₎ *ΔEM _(dev. (2))

[0049]FIG. 5 shows a diagram of correction quantity ΔQ_((n)), given the same constant rail pressure P_(Rail) and the same constant injection time t as a function of the quantity deviation as in FIGS. 3 and 4, but between two correlating test points of an injector, e.g. P1 and P2. In this case, the two correlating test points P1 and P2 are represented in a compensating plane 26 determined by linear regression. On the basis of the black dots depicted, one recognizes the basic data created by the setpoint value/actual value comparison, and used as the basis for the mathematical ascertainment of a compensating plane 26 with the aid of linear regression. The constant, exemplary values for rail pressure

[0050] P_(Rail)=800 bar and injection time t=350 μs already shown in FIG. 3 and FIG. 4 have also been retained in FIG. 5. A correction quantity ΔQ_((n)) to be calculated is likewise yielded from FIG. 5, which is calculated from the sum of the products of correction value KW_((n)) with quantity deviation ΔVE_(dev. (n)) and ΔE_(dev. (n)), respectively, in this case at test points P1 and P2, where

ΔQ _((1, 2)) =KW _((1)a) *ΔVE _(dev. (1)) +KW ₍₂₎ *ΔEM _(dev. (2))

[0051] By the superimposition of two correlating test points P1 and P2 with the aid of compensating plane 26, corresponding correction values KW₍₁₎ and KW₍₂₎, respectively, result from the slope of compensating plane 26, which differ from the correction values of the linear regression curves, as clarified in FIGS. 3 and 4.

[0052] In comparison to an average quadratic deviation RMSE of linear regression curves 24 of FIG. 3 or 4, the respective, mathematical, average, quadratic deviation RMSE in a calculation of correction quantity ΔQ_((1, 2)) (FIG. 5) is lower than in a calculation of ΔQ₍₁₎ and ΔQ₍₂₎, respectively. Average quadratic deviation RMSE is calculated according to the known mathematical methods.

[0053] The necessary correction quantity ΔQ_((1, 2)), i.e. its associated correction values KW₍₁₎ and KW₍₂₎, are represented more precisely by two-dimensional compensating plane 26 (FIG. 5) than by a one-dimensional model using linear regression curves 24.

[0054] For quantity deviation ΔVE_(dev. (n)) and ΔEM_(dev. (n)), it holds true that the standard deviation on linear regression curves 24 (FIGS. 3 and 4) is greater than the ascertained standard deviation in a compensating plane 26 formed by linear regression (FIG. 5). The standard deviations are likewise calculated according to the known mathematical methods.

[0055] Therefore, from injected-fuel-quantity-correction map MKK—FIG. 2—correction quantities ΔQ_((n)) may be calculated by the control unit from basic data of different quantity and quality. Correction quantities ΔQ_((n)) are thus based on different calculation models.

[0056] In a first calculation model, correction quantities ΔQ_((n)) may be calculated on the basis of the data of a simple setpoint value/actual value comparison at respective test point P of injected-fuel-quantity-correction map MKK.

[0057] In a second calculation model, correction quantities ΔQ_((n)) may be ascertained from basic data at respective test points P1 or P2 according to the method described in FIGS. 3 and 4, incorporated into injected-fuel-quantity-correction map MKK and calculated.

[0058] In a third calculation model, correction quantities ΔQ_((n)) may be incorporated into injected-fuel-quantity-correction map MKK and calculated from basic data, which was ascertained at at least two linked test points P1 and P2 of an injector 18 according to the method described in FIG. 5.

[0059] In a fourth calculation model, correction quantities ΔQ_((n)) may be calculated from basic data at at least two linked correlating test points P1 and P2 of an injector 18 using a nonlinear function, and incorporated into injected-fuel-quantity-correction map MKK. For this case, however, a great amount of test data of correlating test points P is then needed in order to be able to take appropriate nonlinear dependencies as a basis. This possibility is not shown in the figures.

[0060] Depending on the quantity and quality of the basic data, the accuracy according to the first calculation method is the lowest, and according to the fourth calculation method is the highest.

[0061] This opens up the possibility of a more precise injection of injected fuel quantity M when using the calculation models having the greatest accuracy.

[0062] The preceding description of the exemplary embodiments according to the present invention is used only for illustrative purposes, and not for the purpose of limiting the present invention. Various changes and modifications are possible within the framework of the present invention, without departing from the scope of the invention or its equivalents. 

1. A system for correcting the injection characteristics of at least one injector, comprising a device (22) for storing information (18) of the least one injector, and means (20) for controlling the at least one injector (18), taking into consideration the stored information, wherein the information is ascertained by comparing setpoint values to actual values individually at at least three operating points (P) of at least one injector (18) and is valid for the injector, correction quantities (ΔQ_((n))) at the operating points (P) being used in each case for determining an injected-fuel-quantity-correction map (MKK).
 2. The system as recited in one of the preceding claims, wherein the device (22) for storing information is a data memory secured on the injector (18).
 3. The system as recited in one of the preceding claims, wherein the device (22) for storing information is implemented by resistors disposed on the injector (18).
 4. The system as recited in one of the preceding claims, wherein the device (22) for storing information is implemented by a bar code applied on the injector (18).
 5. The system as recited in one of the preceding claims, wherein the device (22) for storing information is implemented by an alphanumeric encoding on a labeling field of the injector (18).
 6. The system as recited in one of the preceding claims, wherein the device (22) for storing information is an integrated semiconductor circuit (IC) arranged on the injector (18).
 7. The system as recited in one of the preceding claims, wherein the engine control unit (20) has an integrated semiconductor circuit (IC).
 8. The system as recited in one of the preceding claims, wherein by comparing setpoint values to actual values, it is determined whether the at least one injector (18) lies within a predefined tolerance range; the information to be stored is ascertained for the at least one injector (18) lying within the tolerance range; the individual injected-fuel-quantity-correction map (MKK) is calculated for the at least one injector (18) by the engine control unit (20) from the stored information; and the injected fuel quantity and/or the point of injection is/are corrected in accordance with the injected-fuel-quantity-correction maps.
 9. A method for correcting the injection characteristics of at least one injector, comprising the method steps a) storing the information about the at least one injector (18), and b) controlling the at least one injector (18), taking into account the stored information, wherein the information is ascertained by comparing setpoint values to the actual values at at least three operating points (P) of the at least one injector (18) and is valid for the injector; a correction quantity (ΔQ_((n))) at the at least three operating points (P) is used as information; and these correction quantities (ΔQ_((n))) at the operating points (P) are used for determining an injected-fuel-quantity-correction map (MKK).
 10. The method as recited in claim 9, wherein the correction quantities (ΔQ_((n))) are ascertained by at least one comparison of the setpoint value to the actual value at the plurality of operating points (P) of an injector (18).
 11. The method as recited in claim 9, wherein the correction quantity (ΔQ_((n))) is ascertained by linear regression of a plurality of comparisons of the setpoint values to the actual values at the plurality of operating points (P) of an injector (18) on a linear regression curve (26).
 12. The method as recited in claim 9, wherein the correction quantities (ΔQ_((n))) are ascertained by the linear regression of a plurality of comparisons of the setpoint values to the actual values of at least two correlating operating points (P) of an injector (18) in a compensating plane (26).
 13. The method as recited in claim 10 or 11, wherein the correction quantity (ΔQ_((n))) in the injected-fuel-quantity-correction map (MKK) is calculated from the product of a correction value (KW_((n))) and the quantity deviation ΔVE_(dev. (n))/ΔEM_(dev. (n))/ΔVL_(dev. (n))/ΔLL_(dev. (n)) of the operating points (P), ascertained from the comparison of the setpoint value to the actual value, according to the formula ΔQ _((n)) =KW _((n)) *ΔVE _(dev. (n)) ΔQ _((n)) =KW _((n)) *ΔEM _(dev. (n)) ΔQ _((n)) =KW _((n)) *ΔVL _(dev. (n)) ΔQ _((n)) =KW _((n)) *ΔLL _(dev. (n))
 14. The method as recited in claim 12, wherein the correction quantity (Δ_((n))) in the injected-fuel-quantity-correction map (MKK) is calculated as the sum of the products (P) of the correction values (KW_((n))) and the quantity deviation (ΔVE_(dev. (n))) and (ΔEM_(dev. (n))), respectively, of the two correlating operating points (P1) and (P2) of an injector (18), ascertained from the comparison of the setpoint value to the actual value, according to the formula ΔQ _((1, 2)) =KW ₍₁₎ *ΔVE _(dev. (1)) +KW ₍₂₎ *ΔEM _(dev. (2))
 15. The method as recited in claims 11 and 12, wherein an average quadratic deviation (RMSE) is utilized as a measure of an approximation of the comparisons of the actual values to the setpoint values on the linear regression curve (24) or in the compensating plane (26).
 16. The method as recited in claim 15, wherein when comparing the setpoint values to the actual values of at least two correlating operating points (P), the average quadratic deviation becomes smaller in the compensating plane (26).
 17. The method as recited in claims 11 and 12, wherein a standard deviation of the correction quantity (ΔQ_((n))) on the linear regression curve (24) or in the compensating plane (26) is ascertained by comparing the setpoint values to the actual values at the operating points (P).
 18. The method as recited in claim 17, wherein given the same measuring errors, the standard deviation becomes smaller in the compensating plane (26).
 19. The method as recited in claim 9, wherein the correction quantities (ΔQ_((n))) are ascertained by nonlinear linkages of a plurality of comparisons of the setpoint values to the actual values of a plurality of operating points (P) of the least one injector (18) on nonlinear regression curves and/or in nonlinear compensating planes.
 20. The method as recited in claims 9 through 19, wherein by comparing setpoint values to actual values, it is determined whether the at least one injector (18) lies within a predefined tolerance range; the information to be stored is ascertained for the at least one injector (18) lying within the tolerance range; the individual injected-fuel-quantity-correction map (MKK) for the at least one injector (18) is calculated by the engine control unit (20) from the stored information; and the injected fuel quantity and/or the point of injection is/are corrected in accordance with the correction values (KW) of the injected-fuel-quantity-correction maps (MKK). 